179 Died in Jeju Air Flight 2216 in Shocking Pilot MISTAKE

Pilots are now being blamed in the

aircraft accident in South Korea that

ran into a barrier killing 179

passengers. As a jet pilot, I'm going to

break down what we now know from the

just released interimm report on this

accident that killed 179 individuals.

Here you can see the aircraft belly

landing uh emergency landing the

opposite direction of what the runway

was being used for suggesting possibly

there was a tailwind pushing the

aircraft in addition to the fact that

the aircraft is landing without its gear

down limiting any actual wheelbreaking

application hoping to skid to a stop but

unfortunately not making it to a stop

after a bird strike killed one of the

engines. Mind you, aircraft engines are

designed for bird strikes. But when you

get through a flock of birds or you hit

large enough birds, you could end up

with a situation like a miracle on the

Hudson where you end up losing both

engines in a very rare circumstance or

in a case like this one where birds a

bird strike ends up leading to the loss

of engine power on one of your engines

and then pilots unfortunately make a

fatal mistake that leads to the belly

landing of the aircraft. an unfortunate

overrun into the ILS concrete foundation

at the end of the runway leading to the

death again of 179

people. Absolutely devastating crash.

And now we have details into what

actually happened and it's very

disappointing. Take a look at this. A

close source to the South Korea

investigation told Reuters there is now

clear evidence that the pilots

mistakenly shut down the wrong engine.

two people survived this crash, but

apparently per the interim report that

we're hearing uh along with, you know,

uh well, according to the now released

interim report, the Aviation and Railway

Accident Investigation Board presented

its latest report to victim's families,

which concluded the pilot mistakenly

turned off the left engine, your number

one engine, not the engine on the right

side, the number two engine, which was

severely damaged by a bird strike.

minutes before the plane made an

emergency landing. This apparently after

investigators found no defects in the

engines and unfortunately contributing

to the lack of that landing gear

deployment. Now, something that's

important to remember is when we look at

an accident like this, we see, okay, no

gear down. Why could there potentially

be no gear down? Well, if you don't have

your engine driven hydraulics, you'd

have to go through a manual process to

extend the gear. And unfortunately, that

could take 10 to 15 minutes in an

aircraft of this size. Whereas, this

aircraft went from mayday call to

landing in under 4 minutes. Not enough

time to manually lower the gear. And

without either of the engines operating

because of mistakenly shutting down the

wrong engine, the aircraft essentially

had no choice but to make a belly

landing. Unfortunately, now we know due

to pilot error. Now, usually the last

thing anybody wants to blame is pilot

error, but at this point it looks more

clear that what ended up happening was

you had a bird strike that disabled the

right engine. After you have a disabled

right engine, there's a likelihood that

if you continue to feed fuel to the uh

engine, you're going to end up leading

to some form of an engine fire, which

obviously calls for a shutdown procedure

of that engine. Something that I always

say, when you fly a jet engine, here's

actually me in short shorts and a don't

sue me brochure uh taking off this

weekend going to uh Disneyland with the

family. But anyway, uh what what you'll

see is after we take off and we rotate

here uh through the clouds, I'll show

you where our engine switches are. So,

if we just move the mouse out of the way

over here, our engine switches might uh

goes away in just a moment. Our engine

switches are below that throttle there

on the left side all the way down here.

Uh, and what's really important in an

engine failure in a jet engine, well,

and frankly a piston engine, is making

sure you identify and verify that you're

shutting down the correct engine. Pilots

are trained not only in simulators, but

uh, check rides when you get licensed

with the FAA to prove that you can

handle an engine failure and you shut

down the correct engine. Uh, shutting

off the wrong engine is obviously a

fatal mistake. you would lose all thrust

and you have essentially no choice but

to land. They were fortunate they made

it to the runway after shutting down the

wrong engine. Unfortunately uh when uh

you know what happens often when you get

pilots and it's unclear if this is sort

of what they fell to. When you get

pilots who are used to flying pistons

that maybe don't have a lot of hours yet

in jet, they're rushing to turn off that

failed engine. Because in propellers we

think about feathering the prop to

reduce the drag on the aircraft. in a

jet engine. It doesn't make a

difference. That jet engine isn't going

anywhere. In fact, my son uh made me

this for Father's Day. Uh well, I mean,

he assembled it for Father's Day. Uh and

uh you know, it's actually kind of a

good little depiction here. These

engines, what you can't feather the

blades on these puppies, you know, so it

doesn't really matter. You're not going

to reduce the aerodynamic drag on one

side of the aircraft. So in this case it

appears that the aircraft had a bird

strike on the right engine. They had

positive thrust on the left engine which

would have led to an asymmetric yaw. A

lot of the aircraft are really good

nowadays at actually providing that sort

of counter yaw for you usually through

just rubber rudder trim that's uh being

imposed uh by the aircraft control

systems or your foot for that matter. Uh

but now the goal would be for a pilot to

identify and verify, okay, we have an

engine failure on the right thanks to

bird strikes, fire risk, we're dumping

fuel on it. We need to cut the fuel over

here. Usually what we do to verify is we

check the throttle. We move the throttle

of the right engine to idle.

Now, if you have a dead engine on the

right and you move the throttle to idle

and all of a sudden you hear

what you you know you're killing

throttle on the working engine. So, this

is why we usually say throttle off on

the dead engine first.

Uh and then make sure that you still

have thrust and then match your fuel

shut off valve uh in your your now

emergency checklist procedure. Make sure

you're shutting off the fuel for that

same side. Uh so in this case right

here, you'd be pulling back the throttle

on the lever right here and then

shutting off our engine for this side.

Now if you're shutting off the wrong

engine 600 ft above the ground, much

like what you saw in the Air India

circumstance, there's really no way to

recover from an accident like this. So

not great. Uh that said, very

disappointing to see this because this

is something that is regularly trained.

So I'm really surprised to see this.

Here are some of the time frames that

Wiki points out. As the plane was

preparing to land, it was warned about a

flock of birds and a potential for bird

strike. About 2 minutes later, the

pilots broadcast a Mayday alert advising

they were going to go around. This was

followed by a quest to land just 1

minute later in the opposite direction.

Reason we hear opposite direction being

important here is because if you land

with a tailwind, you're more likely to

get pushed down that runway. Uh, which

is not convenient. Tailwind landings can

be practiced and I've done them before

going into, for example, Monterey

airport. Very common airport that you're

going to see tailwind landings in.

However, we're only rated to land with a

certain speed of a tailwind. In my

aircraft, that's only about 10 knots,

which is very very low for for I mean,

all aircraft have a relatively low

tailwind land. Generally want to land

into the wind. Uh but anyway, uh the

landing gear was not deployed. The

request was was authorized at 9:01. Uh

and we could see here that the crash

occurred at 9:03.

Now, if we go through here, you could

actually see here, even if a hydraulic

system failed, there should be auxiliary

equipment. This is in reference to

lowering the gear. But activating that

takes time, noting that less than 3 to 4

minutes past for the accident to occur,

and getting that auxiliary device to

lower could take up to 15 minutes. Uh

unfortunately

this is an example here where uh pilot

error appears to have shut down the

wrong engine leading to the death of

179. Very very sad and terrible. Here by

the way is I have a Instagram story here

of that 10 wind uh 10 knot tailwind ILS

approach into Monteray. Uh I'll just

kind of play that there. But it's um you

can follow me on Instagram if you ever

want to see more of these at uh meet

Kevin or real meet Kevin onx. But this

is into Monterey which is actually a

very unique airport because they have

crushable concrete on each end. Right

here under the rabbit the lights there

you'll see crushable concrete. So if you

ever run over the end of the runway,

that crushable concrete will slow your

plane down, which is something that you

did not see in South Korea, which does

also bring the, you know, bring up the

question, you know, why were we in a

place

where you had a concrete barrier at the

end of this runway and not

some form of uh arresttor system in the

event of an overrun? like who? In other

words, who puts concrete like this at

the end of the runway? We understand

it's for an ILS,

but there are ways to position this to

where it's not the thing you run into if

you slightly overrun the end of the

runway. Uh, and this is what was very

concerning about this in terms of

airport design. You could see here is

where the runway ends. And relatively

soon after the end of that runway, you

get this elevated uh concrete barrier

here for the ILS localizer

uh to keep you, you know, essentially

centered as you're approaching the

airport in the weather. Uh so this would

be sort of your left and right alignment

signaling system here, uh to keep you,

you know, aligning with the center of

the runway in the event that you're

landing in the weather or clouds or

whatever. Uh so little bit of an odd

design here rather than having

especially if you have a concrete

barrier here to not have some form of

crushable concrete

here. Uh sorry that would be right here

is a little odd. This would be a perfect

place for that sort of product. Actually

see uh if you Google it crushable

concrete that's sort of the they call it

the engineered material arresttor system

EMA S. But uh what it looks like in use

is something more like this. And you

could see here, this is in an article,

crushable concrete makes seventh save at

Teterboro, snatching a Gulfream 5SP that

overran

at uh Teterboroough in a landing during

rain and windy weather. None of the

passengers or crew were injured. See,

this is what we need more of is sort of

like landings are the most dangerous

phase of flight. And so, I think there's

a lot of value in investing into

technology that could save lives uh and

avoid this. Uh here's just another angle

of uh you know, your approach lighting

system here. Uh your ILS system. You

could see the uh what's left of it here.

and the red uh red um radio signals

right here, the little towers if you

will, small towers, whatever you want to

call them. Uh but uh very very terrible

and this was quite a long airport as

well. Although the aircraft did touch

down quite a bit down the runway, which

uh which was also unfortunate, although

quite a lot of speed coming into that

landing there. Just no more. If you have

both engines shut down, there's no going

around anymore. You're you're done. You

can go around with one engine all day

long. But you can see here they shut

down probably about a third of the way

down the runway or touchdown rather

about a third of the way down runway

maybe about 25%. Uh which certainly

contributed to uh the leftover speed

that they had when they impacted that uh

ILS wall or concrete foundation.

Terrible situation and really sad to

hear about the uh shutting down of the

wrong engine. I know a lot of people

then say, "Oh, this is this is the

industry saying it wasn't the pilot, you

know, it was the pilot's fault. It it

wasn't, you know, the manufacturer of

the engines." Engines have quite a quite

a substantial um substantially low fail

rate on jets.

And really, you don't even need two of

them. Um, you really just need one of

them. Somebody writes, "Ils are out of

date anyways. Let's move to RNAV 100%."

Yeah, random navigation. It's GPS based.

Uh Was great, very accurate. Uh I

actually like using the ILS. Uh you

know, I find it to be a very accurate

system. Certainly anything over VR, but

you know, I'll fly I'll fly an ILS into

Santa Barbara or actually I have an ILS

approach uh into Santa Barbara. That

would be

I think that was in my pusher video. Is

it? No, it's not in my pusher video.

Stalls. Oh, it's in my stall video.

Yeah, here's a uh an ILS approach into

Santa Barbara after we do stalls. You

could actually see green needles here.

Really hard to see just because it's so

blurry where this video is positioned,

but I'm This is me taking an ILS and

this is exactly what it's designed for.

I'm in the clouds and I'm following that

green needle into the runway. That's

what those red, you know, beacons or

whatever you want to call them do. They

allow me to follow and line up with that

needle saying, "Okay, you're too far to

the left, too far to the right, or

whatever." And then, of course, we have

a glide slope for the vertical purposes

as well for those non-pilots wondering.

Uh, but that's what an ILS will do.

Sure, we could use a GPS approach into

here as well. Uh, see if you could get

another view of it there. You can't

really,

but uh, this is this was for a uh,

practice mist approach over here. There

are the green needles again. pract even

got my green little diamond over here.

So, we're a little high. Uh but anyway,

um doesn't end up being a problem

because obviously we's going around.

We's going missed. Uh there we go. And

as soon as we go missed, we're hitting

our mist approach uh or nav. So, we go

right back to the magenta needles.

So

anyway, this shows you a little bit of

an example of uh actually using an ILS

approach. This is Santa Barbara for you.

Anyh who,

so that gives you a little bit of an

update on what happened with that

accident. Terrible situation.

>> Why not advertise these things that you

told us here? I feel like nobody else

knows about this.

>> We'll we'll try a little advertising and

see how it goes.

>> Congratulations, man. You have done so

much. People love you. People look up to

you.

>> Kevin Praath there, financial analyst

and YouTuber. Meet Kevin. Always great

to get your take.